Automatic railway-crossing gate



P. A. DUPCZA AUTOMATIC RAILWAY CROSSING GATE Filed Feb. 28, 1924 3Sheets-Sheet 1 EEEEEC NKm g EE EEEEE EEJ Dec. 23 1924. E,52,392

P. DUPCZA AUTOMATIC RAILWAY CROSSING GATE Filed Feb. 28, 1924 3Sheets-Sheet 2 map THABN 2mm Dec. 7 1924- 1,52%392 P. AIDLJFCZZAKAUTOMATIC RAILWAY CROSSING GATE Filed Feb. 28, 1924 5 sheets sheet 5 1 Qw Q\ [Q N} 3 A W m gill Patented Dec. 23, 1924.

UNITED [STATES PETER A. DUPCZA, OF ALTOONA, PENNSYLVANIA, ASSIGNOR OFONE-HALF TO DAVID PATENT OFFICE.

R. PERRY, OF ALTOONA, PENNSYLVANIA.

Application filed February 28, 1924. Serial No. 895,689.

To all whom it may concern:

Be it known that 1, PETER A. Down, a citizen of the United States,residing at Altoona, in the county of Blair and State of Pennsylvania,have invented certain new and useful Improvements in AutomaticRailway-Crossing Gates, of which the following is a specification. 1

' My present invention has reference to an improved safety device forrailway crossgafety devices for preventing destruction of life andproperty by trains at a railway crossing are genera ly in the nature ofgates that provide barriers for preventing vehicles or pedestrianscrossing the track when a train approaches the crossing. In a great manyinstances vehicles have been caught between the gates and being thustrapped are subject to inevitable destruction by the train. Therefore,it may be considered one of the primary objects of my invention toproduce a safety device for railway crossings that is provided with ayieldable barrier which will permit the escape of vehicles orpedestrians crossing the track on the approach of a train and whichshall be automath: in operation.

A still further object is the production of a safety device for railwaycrossings that includes a pivotally supported weight influenced bar fromwhich there is flexibly suspended a barrier plate, the said bar, by theweight thereon being normally swung to upright position, while means isarranged along the side of one of the rails of'the track depressible bythe weight of the wheel flanges traveling thereover and has connectedtherewith means for swinging the bar across the crossing and forbringing the barrier to obstructing position, means being also providedfor illuminating the barrier when in said position, while means may bealso provided for sounding an audible alarm upon the approach of atrain.

A still further object is the production of a safety device for railwaycrossings that shall be of a simple construction, cheaply manufactured,readily installed, automatically operated and thoroughly accurate inoperation.

The invention further consists in the construction, combination andoperative association of parts such as is set forth in the drawingswhich accoinpn y and which form part of this application; \In thedrawings:-

-Figure l is a plan view of the improveproxlmately on the line 3-3 ofFigure 4.

Figured is a side elevation of the construction illustrated in Figure 3.

Figure 5 is a fragmentary elevation of the depressible rail.

Figure 6 is an enlarged side elevation of the barrier, the dotted linesindicating the position of the same when in inoperative position.

Figure 7 is an enlarged central longitudinal sectional view through theweight and battery carrying box at the pivoted end of the bar;

Figure 8 is a view of the electric switch and the operating meanstherefor.

Figure 9 is a front elevation of the upper portion of the post on whichthe bar rests when in active position.

Figure 10 is an elevation looking to the opposite side of the crossingdisclosed in Figures 1 and 2.

Figure 11 is a sectional View approximately on the line l11l of Figure10.

Figure 12 is a side elevation of the throw member.

Figures 13 and 14 are respectively front and side elevations of thepulley carrying member, parts in section.

Figures 15 and 16 are respectively a front elevation and a transversesection through the trip engaging roller.

A railway crossing is indicated, in the drawings, by the numeral. -1 andthe rails of a track which traverses the crossing, by the numeral 2.Along the inner side of each rail 2 at the opposite sides of thecrossing I arrange a depressible rail 3. Each rail 3 is preferablyformed of a channeled member, and the flanges thereof at suitableintervals are reinforced by angle braces 4 (Figure Each rail 3 has itstread surface disposed atdownward angles to its ends, the said railsbeing preferably wides at its center, that is, its central portion isdisposed a greater distance above the track rails 2 than the remainderof the said depressible rails. By reference to Figure 3 of the drawings,it will be noted that the inner flanges of the depressible rails 3 aredisposed only slightlyaway from the inner faces of the heads of thetrack rails, and therefore the depressible rails 3 are in the path of.contact with the flanges on the wheels ofa locomotive 5 approaching thecrossing. The depressible rails are of a comparatively great length,whereby the safety device, hereinafter set forth 111 detail, will bethrown to operative position a considerable length of time before thelocomofive and train attached thereto pass the crossing. The depressibletrack 3, at its ends is provided with depending slotted plates 6, and inthe slots of these plates there are guide members 7 suitably supportedfrom the ties 8. Also secured to and depending from the depressiblerails 3, at determined points thereon there are blocks 9 carrying rods10 that are received through plates 11 and through openings in the ties8. On the rods 10 there are helical springs 12 which exert a pressurebetween the plates 11 and the blocks 9 to hold the depressiblc railselevated. Bolted or otherwise secured to the faces of the track rails 2,at a point at or adjacent to the center of the depressible rails 3,there are brackets 13. These brackets, as shown in Figure 3, are bent toconform to the shape of the base flange and web of the track rail, andare formed at their outer ends with depending arms 14, and throughbearing openings in these arms there is journaled a shaft 15. The shaftis held from longitudinal movement by means disclosed in Figure 3. Onthe inner end of this shaft there is keyed a pinion 16 that is in meshwith a rack bar 17 that is formed on a plate 18 that is bolted to eachof the depressible rails 3. The arm 14 of the bracket, adjacent to therack 17 is formed, on one of its edges, with a substantially U- shapedflange 18 that provides a guide for the rack (Figures 3 and 4).

Keyed or otherwise secured on each of the shafts 15, there is an anglearm 19, and on this arm there is the hook end of a removable rod 20, theouter end of the rod being flanged or headed, as at 21 to supportthereon weights 22. The weights turn the shaft to one position to causethe pinion to elevate the rack 17, and consequently assist the springs10 in sustaining the depressible rails 3 elevated. As a matter of fact,the springs 10 are more in the nature of cushioning elements than meansfor raising the depressible tracks. The upward movement of thedepressible tracks is limited by the contacting engagement of theelements 7 with the lower walls in the slots of the plates 6.

The shaft 15, at a suitable distance from the outer side of the track isjournaled in a bearing 23 which is suitably supported, and on the outerend of the said shaft there is keyed a normally upright arm 24. The arm24 is formed with spaced apertures 25 (Figure 3) and secured in one ofthese apertures there is a flexible element or cable 26. The cablepasses over guide pulleys 27 and has its outer end divided into twostrands 28 and 29 respectively. Each of the strands 28 and 29 is guidedover grooved wheels 30 means is also attached to the second de-'pressible rail.

Planted in the roadbed directly opposite each of the uprights 31 and 32there are posts 35 respectively. These posts 35 are of a less lengththan the uprights and have secured on their tops caps 36. Each of thecaps is centrally formed with a lug 37, and the securing means 38 passthrough the sides of the cap and through the lug. Each cap member 36 hason its top spaced ears 39, and between these ears there is received andthere is pivoted a lug 40 on the under face of a box 41. Each box 41 isof metal and has its face next the roadway and adjacent to its lower endprovided with a threaded opening surrounded by a boss and in thisopening there is screwed a tubular member 42. The outer end of thetubular member 42 is provided with interior threads, and adjustablyscrewed therein there is a second tubular member 43. The adjustablyassociated tubular members 42 and 43 will, for the sake of convenience,be hereinafter referred to as the bar of the improvement.

The members 42 and 43 have connected thcrcbetween a truss brace 44 foreffectively sustaining the said members in longitudinal alignment.

In each of the box-like ends of the bars, adjacent to the upper portionsthereof there are screws and 46 respectively. One end of these screws isreduced and received in bearing openings in one of the ends of the box41, the reduced portions having outer heads. The second end of thescrews are non-threaded and find a bearing in a preferably removableplate 4-7 on the second or inner end of the box. The non-threaded endsof the screw that pass through the plate 47 are square whereby thescrews may be turned by a suitable wrench or the like. Arranged on thelower screw 46 there is a weight 48. The weight has its lower faceformed with a longitudinal tongue 49 that is received in a slot 50provided in a partition plate 51 in each of the boxes 41. By turning thescrew the weight will be moved longitudinally toward either end of thebox 41, and is therefore adjustable so that the bar will beautomatically swung to a desired upward inclination.

On the screw there is a traveler 52. The traveler has an eye portion 53that passes through an elongated slot 54 in the top of the box 49, andto the eyes of the respective travelers the cable strands 28 and 29 areconnected.

Pivotally secured to the center of each of the gate bars there is anangle lever 55 and to the ends of this lever there are connectedflexible elements 56 which have their ends secured in eyes 57 on theupper edge of a barrier plate 58. The barrier plate has a suitablewarning inscribed thereon, so that persons approaching the crossing whenthe bar and barrier are swung to obstructing position will haveknowledge that a train has moved on the track to depress one of therails 3 and is therefore approaching the crossing. In order, however,that a more emphatic warning will be given, I have arranged directlyabove the barrier plate 58 an electric-bulb 59 that is wired tobatteries 60 housed in the lower. compartment 61 of the box 41. Thelower compartment 61 has an open end which, however, is closed by ahinged door 62, the said door being normally locked by means 63.Pivotally supported on a bracket on the outer face of the door 62 thereis an angle lever 64, the vertical arm of which carrying a headed pin 65that passes through the door 62. The head of the pin 65 is in the pathof engagement with a pivotally supported spring influenced switch orcontact member 66 connected with one of the wires for the lamp 59. Theswitch or contact member 66 is movable to engage a fixed switch orcontact member 67 that is wired to the battery. The horizontal arm ofthe angle lever 64 is in the path of contact with a trigger 68 on eachof the uprights 31-32, the triggers being preferably in the nature ofpivotally supported fingers influenced by springs 69. By reference toFigures 2 and 6 of the drawings it will be seen that when the barriercarrying bar is swung across the crossing to obstructing position thatthe trigger will in fiuence the angle lever 64 to cause the headed pinthereon to throw the switch member 66 to complete the lamp circuit. Thelamp bulb is received in a suitable globe or reflector 7 0 so that therays of light therefrom will be directed downwardly over the flexiblysupported barrier plate 58. In addition to illuminating the barrier Imay and preferably do arrange in the lamp circuit a bell 71, illustratedby the dotted lines in Figure 7 of the drawings. The bell 71 will besounded as long as the barrier is in obstructing position.

Arranged opposite each of the arm supthe post 72.

rier in its thrown position is subjected, the

switch for the electric bulb and for the bell is liable to similarVibration so that the rays of the lamp may flicker and the operation ofthe bell interrupted. Therefore it is an important feature of myinvention to produce a simple and automatically operated means forpositively holding the barrier in obstructing position and to releasethe same after the train has passed the crossing. A satisfactoryembodiment of such construction is illustrated. As shown in Figure 9 ofthe drawin s I ivotally secure on the posts 72 levers 4 having upperhooked ends 75. The hooked ends of the levers may be arranged in abifurcation in one of the arms of the forked rest 73 or may be dsposedto one side of the rest. The pivotally su port ed lever 74 is influencedby a spring $6 to bring the hooked ends 75 thereof to a position toengage with and latch in the rest 73 the outer member 43 of the barrier.The lever 74 is further influenced in such direction through contact bythe vertical arm of an angle member 7 6. This member is pivoted on asuitable bracket 77 which is secured on The horizontal arm of the anglemember has its lower portion slotted to receive therein a stem on aweight 78. The stem has a threaded opening therethrough and this openingis engaged by a screw member 7 9, similar to the screw members 45 or 46.By turning the outer headed end of the screw the weight may be adjusted.It will be thus noted that I do not depend entirely upon the spring 76for swinging the arm, the said spring as a matter of fact serving as acushioning means when the lever is thrown to release the barrier topermit of its return to non-obstructing position, as previouslydescribed.

The levers 74 are released by means arranged on the last coach of thetrain thatpasses the crossing. The releasing means may be bolted to thetruck frame of the car 80 (Figure 10). The releasing means includes abracket constitut'ng side arms 81 connected by a strip 82 adjacent toone of their ends. The side members 81 above the connecting element 82have threaded openings therethrough, and through these openings thereare screwed bolts 83. The bolts as disclosed in Figure 10 contact withthe opposite sides of the truck frame of the car 80. Between the armsand below the connecting element 82 of the bracket there are journaledtrunnions on the ends of a roller 84.

As disclosed in Figure 11 of the drawings I journal in suitable bearings85 secured be neath the track rails, or to the supporting j tiestherefor a rod 86. The rod is of a length to extend beyond two tracks,when a double track system is employed. On the rod 87 there are fixedthe lower elements 88 of throw members. The outer elements 88 of thesaid throw members are in the nature ment' with the lower or fixedelements 87 of the throw members. By reference to Figure 11 of thedrawings it will be seen that the throw members of the respective tracksare reversely arranged, that is the rule joint connection bet-ween thesaid members are 26 and on its strands 28 and 29.

disposed so that a train traveling on the rails of the trackA in thedirection of the crossing will have the rollers 84 contact with the finers 88 to swing the fingers on the fixed e ements 87 of the throwmembers, without turning the rod 86, but a train traveling on the trackB, after passing the crossing will have its rollers 84 contact thefingers 88 to cause the throw member as a mm to be turned and likewiseturn the rod 86.

On one end of therod 86 there is fixed an angle arm 91. To this armthere is connected a flexible element such as a stout cord or cable 92.The flexible element 92 has connected thereto other cables which aretrained under sheave wheels 93 journaled in a suitable housing 94mounted on a support 95. The housing has an arcuate top 96 to protectthe sheave wheels from water. Any desired number of these guides for thecables may be employed, and at the crossing the cable strands aresuitably directed through guide means toward the posts 72 and upwardalong the sides thereof and over grooved guide wheels 97 from whence thesaid strands are connected to eyes 98 on the lower ends of the levers74.

The operation of the device will, .it is thought, be apparent. A= traintraveling in the direction of the crossing has its wheel flangesreceived on the depressible rail 3, moving the same downwardly andmoving the rack 17 in a like direction. The rack will turn the shaft 15,causing the arm 24 to swing an ularly to draw on the o ilile 1e strands28 and 29 being connected to the weighted ends of the bars will swingthe said bars on their pivots downwardly to horizontal position. Theobstructing bars are supported at an elevation which will permit thepassage of vehicles and pedestrians therebelow, but the barrier plate 58is so supported that the same will be contacted by either pedestrians orvehicles attempting to make the crossing when the barrier is inobstructing position. This should prove ample warning that a train isapproaching the crossing, but should a vehicle ecome uncontrollable thebarrier will swing therefrom to permit of the assage of the vehicle overthe crossing and t ereby obviate the gravedanger of fatalities that havere sulted by a vehicle being trapped between non-yieldable barriers. Thebarriers, when swung to obstructing position, will be latched by thehooks on the levers 74. The train after passing the crossing will havethe contact rollers 84 on the rear coach of the train contact with thefingers 88 of the trip or throw member and will swing the said member tocause the arm on the rod 91 to draw on the cables 92 and 93 to swing thelevers to barrier releasing position. Thereafter the barriers willantomatically swing to non-obstructing position as heretofore set forth.It is believed that the foregoing description, when taken in connectionwith the drawings, will amply set forth the construction, advantages andoperation of my improvement to those skilled in the art to which suchinventions relate but it is to be understood that I'do not wish. to berestricted to the precise embodiment of my invention herein set forthand hold myself entitled to all such changes therefrom as fairly fallwithin the scope of what I claim. Having described the invention, Iclaim 1. In an obstruction for railway crossings, a pivotally supportedbar carrying a swingable barrier, a box at the pivoted end of the bar,an adjustable weight therein, batteries in the box adding to the weightthereof, a bulb on the bar, a circuit between the battery and bulb, anormally openswitch in the circuit, means actuated by an approachingtrain for'swinging the bar to horizontal obstructing position, and meansfor closing the switch when thebar is so swung.

2. In a device for the purpose set forth, a normally upwardly inclinedweight influenced bar pivoted at one side of a railway crossing, abarrier plate flexibly supported from and pivotally connected to saidbar, a post having a forked rest thereon for the bar, means actuated bya train approaching the crossing for swinging the .bar to cause theouter end thereof to be received in the rest, a pivotally supportedcombined weight and spring influenced lever having a hooked end forengaging'the bar when in last mentioned position, a flexible elementconnected to the bar and guided-along the outer side of the railwaytrack, a pivotally supported rod having an angle arm to which theflexible element is connected, trip members on the rod, including lowerfixed sections and outer sections having arule joint connection with thefixed sections, spring means normally holding the outer sections in aline withwith the fixed sections, and roller carrying brackets on thewheeled trucks on the lastcoach of the train for Swinging the tripmembers and rod when the train has passed the crossing to draw on theflexible element to swing the lever to release the barrier.

3. In a device for the purpose set forth, posts arranged at the oppositecorners 01' a railway crossing, a box pivotally supported on one of saidposts, a bar made up of adjustable sections carrying a flexible barriersecured to the box, a Weight guided in the box, means exterior of thebox for adjusting the weight longitudinally and said weight designed toswing the bar and barrier to non-obstructing position, flexible meansdesigned to be actuated by a train approaching the crossing for swingingthe bar to 0bstructing position, means connecting said flexible means tothe box, means operable exteriorly of the box for longitudinallyadjusting the flexible connecting means, means latching the bar on thesecond post when in obstructing position, and releasing means for saidlatching means operable to permit the return of the bar tonon-obstructing position. I

In testimony whereof I afiix my signature.

PETER A. DUPCZA.

